DE102004058224A1 - Delay control device and deceleration control method for a vehicle - Google Patents

Abstract

In a deceleration control method for a vehicle, by which deceleration control of the vehicle is performed based on the distance between the vehicle and an in-vehicle obstacle including a preceding vehicle, a target deceleration is determined based on the distance Vehicle is to be delayed; a gear or gear that applies a deceleration to the vehicle that is at or below the target deceleration, gear or gear ratio (10) of the vehicle, and deceleration control by operation of a braking system (200) that applies a braking force to the vehicle, and a circuit that shifts the transmission (10) of the vehicle to a smaller gear or a smaller gear ratio.

Description

BACKGROUND OF THE INVENTION

1. Technical area the invention

The The invention relates to a delay control device and a delay control method for a Vehicle. The invention more particularly relates to a delay control device and a delay control method for a Vehicle for controlling the deceleration the vehicle by an operation a brake system that applies a braking force to the vehicle, and a circuit that turns an automatic transmission into a smaller one Gear or switched to a smaller translation.

Known is a delay control, which is a downshift of an automatic transmission and a activity a braking system in such a way that the distance between a host vehicle and a preceding vehicle not on or falls below a predetermined value. In JP 2001-30792 A is a technology disclosed in which, when a target delay through a complete one Shut down the throttle and a downshift alone does not get the should delay achieved by the throttle completely closed and an automatic brake is actuated without performing a downshift, which improves ride comfort, as a caused by the downshift switching shock avoided becomes. If the target delay is above a predetermined delay, this is considered an emergency, so the delay control at the same time the throttle closes completely, a downshift carries and the automatic brake is activated. (If in the description of the delay is mentioned, this applies as high, if the absolute value of the delay is large, and as low, if the absolute value of the delay is small.)

In Patent No. 3123384, a delay control by means of a Downshifting of a transmission (i.e., a downshift delay control) disclosed that executed is when the inter-vehicle distance is small. According to this Technology becomes when the inter-vehicle distance (below also referred to as "vehicle spacing") gets smaller, a delay control by braking the wheels (i.e., a brake deceleration control) executed in conjunction with the downshift delay control. If this brake delay control within a predetermined period of time after the start of the downshift delay control however, the downshift delay control becomes aborted by a demolition device. As a result, a delay control solely by braking the wheels executed so that the driver does not get uncomfortable feeling and a good driving behavior can be achieved.

The delay control has pros and cons both in terms of circuit control, which shifts the transmission into a smaller gear, as well as what concerns the brake control that actuates the brake system. A Shift control is advantageous in that the engine braking force is steady increases. A disadvantage of the circuit control, on the other hand in that the response and controllability bad are. In comparison, the brake control has the advantage that It offers a good response and good controllability. The disadvantage of the brake control, however, is that the brakes in terms of life and reliability does not have one longer Period operated continuously can be.

The JP 2001-30792 A discloses a downshift technology and a brake control at the same time only in emergencies, as this adversely affects the driving behavior. The in the patent No. 3123384 technology breaks the deceleration control downshifting when the brake control starts.

None The technology described above performs a downshift and a brake control simultaneously and actively off and united so that all Advantages (the good response and the good controllability the brake control as well as the steady increase in engine braking power the downshift) resulting from the concurrent execution of the Downshift and the brake control would result. Around the benefits of the shift control and the brake control Completely to receive would be It is therefore advantageous to have a delay control perform, the one shift control and one brake control simultaneously executing, but does not give the driver an uncomfortable feeling.

BRIEF SUMMARY OF THE INVENTION

In view of the above-described problems, this invention thus provides a deceleration control device for a vehicle that performs a deceleration control on the side of the vehicle that takes advantage of the control of a brake system that decelerates the vehicle force, combined with the benefits of a shift control that shifts an automatic transmission to a smaller gear or to a smaller gear ratio.

One Aspect of the invention thus relates to a deceleration control device for a vehicle, to carry out a delay control of the vehicle based on the distance between the vehicle and an obstacle in front of the vehicle, including one preceding vehicle. This delay control device is characterized in that the deceleration control is achieved by actuating a braking system, which applies a braking force to the vehicle, and a circuit that a transmission of the vehicle in a smaller gear or in a smaller translation switches, executed and the delay control device a target delay determination section having a target delay based on the distance, with which to delay the vehicle is, and a gear / translation selector section, a gear or a translation, the or the vehicle applies a delay, the on or below the target deceleration lies, as the gear or the translation of the gearbox for the circuit chooses. (Note: the degree of delay on the here and in The description refers to the magnitude of the absolute value the delay.)

One Another aspect of the invention relates to a delay control method for a Vehicle, to carry a delay control of the vehicle based on the distance between the vehicle and an obstacle in front of the vehicle, including one preceding vehicle. The delay control method includes the steps of: determining a target deceleration with which the vehicle to delay is, on the basis of the distance; Choosing a gear or a translation, the or the vehicle acts on the delay, the at or below the target deceleration lies, as the gear or the translation of the vehicle transmission for a circuit; and execute a delay control by activity a braking system that applies a braking force to the vehicle, and a circuit that turns the transmission of the vehicle into a smaller one Gear or switched to a smaller translation.

According to the above described delay control device and the above-described deceleration control method for a vehicle is because a gear or a translation that or which acts on the vehicle with a delay, the is at or below the target delay, as the gear or the translation of the vehicle transmission for the circuit is chosen will, the delay not too high, so the driver even then it does not feel uncomfortable feels when the delay through the operation the braking system and the circuit is performed. Furthermore, will according to this Invention as a gear or a translation that the vehicle with a delay acts on, the at or below the target delay lies, as the course or the translation of the Gear for the circuit is chosen the engine brake will remain effective even if the distance and the relative Fahrge speed and the like on top of the respective setpoints, so that the operation of the brake system stops becomes. As a result, a change in the Distance be kept small.

at the delay control according to the above described delay control device and the above-described deceleration control method for a vehicle can the operation the braking system (i.e., the brake control) and the circuit (i.e. the shift control) are executed simultaneously in cooperation with each other. The delay here refers to the degree (amount) of the vehicle deceleration shown by the delay or the deceleration moment. The target delay can both a maximum target delay, the beginning of the delay control is determined, as well as a target delay, which determines in real time will if the actual delay of the vehicle substantially coincides with the target deceleration include. Of the elected Gear or the selected translation can a gear or a translation be, which acts on the vehicle with a delay, the is higher as the delay, by the passage or the translation while the delay control is effected, and is at or below the maximum target delay. The braking system will be essentially simultaneous with the circuit in the chosen Gear or in the selected translation operated in the way that the actual delay of the vehicle substantially coincides with the target deceleration.

Further becomes in the delay control device and the delay control method for a Vehicle the gear or the translation preferably considering the vehicle environment selected, the road gradient, the road and / or the slipperiness of the Roadway of a road, on which the vehicle drives, includes.

in the Result can be the gear or the translation, who generate an appropriate delay, be chosen so that the driver does not feel of discomfort.

Furthermore, at the delay Control device and the deceleration control method for a vehicle, the operation of the braking system preferably based on the actual deceleration of the vehicle and the acting by the circuit in the selected gear or in the selected gear ratio to the vehicle deceleration.

at the delay control device and the delay control method for a Vehicle can be the operation of the braking system when the actual delay of the Vehicle essentially with the through the circuit in the selected gear or in the selected translation corresponds to the vehicle acting delay. Furthermore, in the delay control the operating time shortened the braking system become, resulting in a longer Lifespan of the brake system leads. By execution the control of the brake system together with the circuit can the actual delay of the vehicle brought substantially in line with the target deceleration become. Therefore, the operation can of the braking system when the detected in real time should delay essentially with the gear through the gear selected or in the selected translation corresponds to the vehicle acting delay.

Further becomes in the delay control device and the delay control method for a Vehicle preferably ends the circuit when the accelerator pedal actuated is or the distance is up or about is a predetermined value.

According to the above described delay control device and the above-described deceleration control method for a vehicle the circuit can after a predetermined period of time after activity of the accelerator pedal are stopped. The circuit can then be terminated when, after completion of the control of the brake system, the Accelerator pedal actuated is or the distance is up or about is a predetermined value.

Of Further will be in the delay control device and the delay control method for a Vehicle preferably has a gear set delay as one through the circuit the delay to be applied to the vehicle is determined by reference on a map based on the time between the object and the vehicle, which is calculated by the distance between the object and the vehicle divided by the driving speed is, and the relative speed between the object and the vehicle, or by calculation including the Should delay and the gear or the translation selected on the basis of the gear set deceleration. The gear set deceleration in Dependence on the road gradient, the road and / or the slipperiness of the Lane be corrected.

According to the above described delay control device and the above-described deceleration control method for a vehicle can the Gangsollverzöge tion set to a value greater than the delay, by the passage or the translation while the delay control acts on the vehicle, but is at or below the target deceleration. The Gang target deceleration let yourself as the product of the target delay and a coefficient greater than 0 but equal to or less than 1 received. Furthermore, it is possible the gear set deceleration via the following Receive expression: (target delay - delay, by the passage or the translation while the delay control acting on the vehicle) × coefficient + Delay, by the passage or the translation while the delay control acts on the vehicle. The coefficient can be calculated on the basis of Speed of the vehicle and the selected gear or gear ratio be determined differently.

If the gear set deceleration dependent on from the road gradient, the road and / or the slipperiness of the Lane is corrected, a delay is obtained, which the vehicle environment considered, causing a softer delay can be achieved.

SUMMARY THE DRAWINGS

The the aforementioned objects, Features, advantages and technical and commercial significance These invention will become apparent from the following detailed Description of exemplary embodiments of the invention in conjunction with the accompanying drawings, in which:

1A Fig. 10 is a flowchart illustrating a first part of the operation of a deceleration control apparatus for a vehicle according to a first exemplary embodiment of the invention;

1B FIG. 10 is a flowchart illustrating a second part of the operation of a deceleration control device for a vehicle according to the first exemplary embodiment of the invention; FIG.

2 a block diagram is a delay schematically shows a control device for a vehicle according to the first exemplary embodiment of the invention;

3 10 is a schematic diagram of an automatic transmission of the deceleration control device for a vehicle according to the first exemplary embodiment of the invention;

4 a table showing the actuation / release combinations of the in 3 shown automatic transmission of the deceleration control device for a vehicle;

5 a target deceleration map of the deceleration control device for a vehicle according to the first exemplary embodiment of the invention;

6 a gear set delay of the deceleration control device for a vehicle according to the first exemplary embodiment of the invention;

7 FIG. 12 is a graph showing a delay caused by the output shaft speed and the gear of the deceleration control device for a vehicle according to the first exemplary embodiment of the invention; FIG.

8th FIG. 11 is a graph showing the relationship between the target gear delay, the current gear delay, and the maximum target deceleration of the deceleration control device for a vehicle according to the first exemplary embodiment of the invention; FIG.

9 FIG. 12 is a graph illustrating the deceleration depending on the vehicle speed depending on the gear of the deceleration control device for a vehicle according to the first exemplary embodiment of the invention; FIG.

10 FIG. 10 is a timing chart illustrating the operation of the deceleration control apparatus for a vehicle according to the first exemplary embodiment of the invention; FIG.

11 FIG. 13 is a block diagram schematically showing a control circuit of a deceleration control device for a vehicle according to a second exemplary embodiment of the invention; FIG.

12 1 is a block diagram schematically showing a control circuit of a deceleration control apparatus for a vehicle according to a third exemplary embodiment of the invention;

13 FIG. 12 is a diagram showing a graph showing correction amounts for the deceleration depending on the curve size and the output shaft speed of the deceleration control device for a vehicle according to the third exemplary embodiment of the invention; FIG. and

14 FIG. 12 is a graph showing the correction amount for the deceleration depending on the road friction coefficient μ and the output shaft speed of a deceleration control device for a vehicle according to a fourth exemplary embodiment of the invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

In the following description and the accompanying drawings For example, the present invention will be described in detail by way of exemplary embodiments.

Referring to the 1A to 10 In the following, a first exemplary embodiment of the invention is shown. This exemplary embodiment relates to a deceleration control device for a vehicle that performs cooperative control of a brake (ie, a brake system) and an automatic transmission.

These exemplary embodiment sees a delay control before that the advantages of good responsiveness and good Controllability, as the brakes by the execution of the brake control (automatic brake control) offer, as well as the advantage of a reinforced engine braking, a downshift by execution of a circuit control (Downshifting control by an automatic transmission) offers, provides, if based on vehicle distance information is captured, that the distance between vehicles on or under is a predetermined value.

What the structure of this exemplary embodiment is concerned assumes that a device for measuring the distance between a host vehicle and a preceding vehicle and a Delay control device that an automatic brake based on the distance information or a regenerative brake (hereinafter simply referred to as "brake") and a shift control of an automatic transmission (an AT (automatic transmission), a CVT (continuously variable transmission), or a built in a hybrid vehicle AT) in cooperation with each other executing, are provided.

2 shows an automatic transmission 10 , a motor 40 and a braking system 200 , The automatic transmission 10 permitted by a hydraulic system Pressure control by means of activation and deactivation of solenoid valves 121 . 121b and 121c the setting of five gears (1st gear to 5th gear). 2 shows three solenoid valves 121 . 121b and 121c but their number is not limited to three. The control of these solenoid valves 121 . 121b and 121c is done by signals coming from a control circuit 130 to be sent out.

A throttle opening degree sensor 114 detects the opening degree of a in the intake tract 41 of the motor 40 arranged throttle 43 , An engine speed sensor 116 detects the speed of the motor 40 , A vehicle speed sensor 122 detects the speed of an output shaft 120c of the automatic transmission 10 in relation to the driving speed. A switch position sensor 123 detects a switching position of the automatic transmission 10 , A program selector 117 is used to select a shift program of the automatic transmission 10 used. An acceleration sensor 90 detects the deceleration of the vehicle (hereinafter referred to simply as "deceleration") 95 for detecting / estimating the relative vehicle speed 95 Detects or estimates the relative speed between a host vehicle and a preceding vehicle. A vehicle distance measuring section 100 has a sensor, such as a laser radar or millimeter wave radar sitting in the front of the vehicle, which is used to measure the distance to the vehicle in front. A section 115 for detecting / estimating the road friction coefficient μ detects or estimates a friction coefficient μ (hereinafter referred to as "road friction coefficient") of the road.

The signals representing the different detection results of the throttle opening degree sensor 114 , the engine speed sensor 116 , the vehicle speed sensor 122 , the shift position sensor 123 and the acceleration sensor 90 Show all of the control circuit 130 fed. The control circuit 130 be forwarded to a signal that the switching state of the program selector switch 117 indicates signals that contain the detection or estimation results of the section 115 for detecting / estimating the road friction coefficient μ and the section 95 for detecting / estimating the relative vehicle speed 95 , as well as a signal representing the measurement results of the vehicle distance measuring section 100 displays.

The control circuit 130 consists of a known microcomputer with CPU 131 , RAM 132 , ROME 133 , an entrance port 134 , an exit port 135 and a shared bus 136 , The signals of the different sensors 114 . 116 . 122 . 123 and 90 as well as the signals of the program selector switch 117 , of the section 95 for detecting / estimating the relative traveling speed of the section 115 for detecting / estimating the road friction coefficient μ and the vehicle distance measuring section 100 become the entrance port 134 fed. Solenoid valve actuators 138a . 138b and 138c and one to a brake control circuit 230 leading brake power signal line L1 are in communication with the output port 135 , The brake braking force signal line L1 transmits a brake braking force signal SG1.

The in the flowchart in 1A and 1B illustrated operation (the control steps) and a shift map for the gearshift of the automatic transmission 10 and the operation of a circuit controller (not shown) are in ROM 133 saved in advance. The control circuit 130 turns off the automatic transmission 10 based on the various input control conditions.

The brake system 200 is through the brake control circuit 230 controlled with the Bremsenbremskraftsignal SG1 of the control circuit 130 is fed to brake the vehicle. The brake system 200 includes a hydraulic pressure control circuit 220 and on the vehicle wheels 204 . 205 . 206 and 207 provided braking devices 208 . 209 . 210 respectively. 211 , The braking devices 208 . 209 . 210 and 211 each control the braking force of the corresponding wheel 204 . 205 . 206 and 207 in response to a by the hydraulic pressure control circuit 220 controlled brake hydraulic pressure. The control of the hydraulic pressure control circuit 220 is done by the brake control circuit 230 ,

The hydraulic pressure control circuit 220 leads by a control of each of the braking devices 208 . 209 . 210 , and 211 applied brake hydraulic pressure in response to a brake control signal SG2, which ultimately determines the braking force to be applied to the vehicle, a brake control. The brake control circuit 230 determines the brake control signal SG2 based on the brake braking force signal SG1 that is the brake control circuit 230 from the control circuit 130 of the automatic transmission 10 receives.

The brake control circuit 230 consists of a known microcomputer with CPU 231 , RAM 232 , ROME 233 , an entrance port 234 , an exit port 235 and a shared bus 236 , The hydraulic pressure control circuit 220 is at the exit port 235 connected. The method for generating the brake control signal SG2 on the basis of the various data included in the brake braking force signal SG1 is made in advance in the ROM 233 stored. The brake control circuit 230 controls the braking system 200 (ie, performs the brake control) based on the various input control conditions.

The structure of the automatic transmission 10 is in 3 shown. In the drawing, the output power of the engine 40 , ie an internal combustion engine, which is the driving force source for the propulsion of the vehicle, via an input clutch 12 and a torque converter 14 , which is a hydraulic power transmission device, in the automatic transmission 10 fed and transmitted via a differential gear and an axle, which are not shown on the drive wheels. Between input clutch 12 and torque converter 14 sits a first electric motor / generator MG1, which functions both as an electric motor as well as a generator.

The torque converter 14 includes an impeller 20 that is connected to the input clutch 12 coupled, a turbine wheel 24 that is connected to the input shaft 22 of the automatic transmission 10 coupled, a lock-up clutch 26 for connecting the impeller 20 with the turbine wheel 24 and one by a freewheel 28 in one direction rotatably arranged stator 30 ,

The automatic transmission 10 includes a first gear section 32 , which switches between "high" and "low", and a second transmission section 34 for shifting between one reverse and four forward gears. The first transmission section 32 includes a HL planetary gear 36 , a clutch C0, a freewheel F0 and a brake B0. The HL planetary gear 36 includes a sun gear S0, a ring gear R0 and planetary gears P0, which are rotatably supported by a planet gear K0 and mesh with the sun gear S0 and the ring gear R0. The clutch C0 and the freewheel F0 are provided between the sun gear S0 and the planet carrier K0, the brake B0 is between the sun gear S0 and a housing 38 intended.

The second transmission section 34 includes a first planetary gear 400 , a second planetary gear 42 and a third planetary gear 44 , The first planetary gear 400 comprises a sun gear S1, a ring gear R1 and planet gears P1 which are rotatably supported by a planet carrier K1 and mesh with the sun gear S1 and the ring gear R1. The second planetary gear 42 includes a sun gear S2, a ring gear R2 and planetary gears P2, which are rotatably supported by a planet K2 and mesh with the sun gear S2 and the ring gear R2. The third planetary gear 44 includes a sun gear S3, a ring gear R3 and planetary gears P3, which are rotatably supported by a planet K3 and mesh with the sun gear S3 and the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, whereas the ring gear R1 and the planet carrier K2 and the planet K3 are integrally connected to each other. The planet carrier K3 is connected to the output shaft 120c coupled. The ring gear R2 is integral with the sun gear S3 and an intermediate shaft 48 connected. Between the ring gear R0 and the intermediate shaft 48 a clutch C1 is provided, while between the sun gear S1 and the sun gear S2 on the one hand and the ring gear R0 on the other hand, a clutch C2 is provided. Furthermore, on the housing 38 a band brake B1 is provided to prevent rotation of the sun gear S1 and the sun gear S2. Between the sun gear S1 and the sun gear S2 on the one hand and the housing 38 On the other hand, a freewheel F1 and a brake B2 are further provided in series. The freewheel F1 engages when the sun gear S1 and the sun gear S2 to an opposite rotation with respect to the input shaft 22 begin.

Between the planet carrier K1 and the housing 38 a brake B3 is provided while between the ring gear R3 and the housing 38 a brake B4 and a freewheel F2 are provided in parallel. The freewheel F2 engages when the ring gear R3 to an opposite rotation with respect to the input shaft 22 attaches.

The automatic transmission 10 with the structure described above, for example, in accordance with the in 4 shown table showing the actuation / release combinations of the automatic transmission, between the reverse gear and five forward gears (1st to 5th) with different translations switch. In the table in 4 the simple circle represents an actuation, an empty field for release, a double circle (the target) for actuation upon engagement of the engine brake, and a triangle for actuation without transmission. The clutches C0 to C2 and the brakes B0 to B4 are hydraulic frictional engagement devices operated by hydraulic actuators.

Referring to 1A and 1B Subsequently, the operation of the first exemplary embodiment is illustrated.

In step S1 in FIG 1A determines the control circuit 130 on the basis of one of the section 100a For measuring the vehicle distance input signal indicative of the vehicle distance, first, whether the distance between the host vehicle and a preceding vehicle is at or below a predetermined value. If it is determined that the vehicle spacing is at or below the predetermined value, then step S2 is executed. On the other hand, if it is determined that the vehicle distance is neither at nor below the predetermined value, the control flow ends.

Instead of directly determining whether the vehicle distance is at or below the predetermined value, the control circuit 130 based on a parameter that indicates whether the vehicle spacing is at or below the predetermined value, eg, time to collision (vehicle distance / relative vehicle speed), time between vehicles (vehicle distance / host vehicle speed), or a combination thereof also indirectly determine whether the vehicle distance is at or below the predetermined value.

In step S2, the control circuit determines 130 based on the throttle valve sensor 114 output signal, whether the accelerator pedal is inactive. If it is determined in step S2 that the accelerator pedal is inoperative, then step S3 is executed. Starting from the step S3, a vehicle following control begins. On the other hand, if it is determined that the accelerator pedal is not de-energized, the control flow ends.

In step S3, the control circuit determines 130 the target delay. The target deceleration is obtained as a value (a deceleration) with which the relation to the preceding vehicle is made equal to the target vehicle distance or the relative vehicle speed when the deceleration control (to be described later) is executed on the basis of this target deceleration on the host vehicle side , The signal indicative of the target deceleration is referred to as a brake braking force signal SG1 from the control circuit 130 via the Bremsenbremskraftsignalleitung L1 to the control circuit 230 output.

The target delay is referred to in advance in the ROM 133 stored nominal delay characteristic map ( 5 ) receive. As in 5 2, the target deceleration is determined based on the relative speed (km / h) and time (sec) between the host vehicle and the preceding vehicle. Here, as mentioned above, the time between vehicles is the vehicle distance divided by the host vehicle speed.

In 5 For example, the target deceleration is -0.20 (G) when the relative vehicle speed (the relative vehicle speed here corresponds to the preceding vehicle speed minus the host vehicle speed) is -20 [km / h] and the time between vehicles is 1.0 [sec]. The closer the relationship between the host vehicle and the preceding vehicle to a safe relative travel speed and a safe vehicle distance, the smaller the absolute value of the target deceleration is determined (so that the vehicle is decelerated less). The target deceleration is therefore calculated as a value with a smaller absolute value in the top right corner of the nominal deceleration map 20 obtained, the greater the distance between the host vehicle and the preceding vehicle. On the other hand, the target deceleration becomes a value having a larger absolute value in the lower left of the target deceleration map 5 obtained, the smaller the distance between the host vehicle and the preceding vehicle.

The In step S3, the determined deceleration applies as the deceleration or in particular, as the maximum target delay for the phase before the actual execution the shift control (step S6) and the brake control (step S7) (i.e., at the beginning of deceleration control), when the conditions for starting the deceleration control (steps S1 and S2) are. Because the target delay while the execution the delay control determined in real time, as will be described later, For example, the target deceleration obtained in step S3 is specifically referred to as maximum should delay to distinguish it from the target delay, the while the actual execution the brake control and the shift control (i.e., during the execution the brake control and the shift control) is determined. Subsequent to step S3, step S4 is executed.

In step S4, the control circuit determines 130 by the automatic transmission 10 caused the target deceleration (hereinafter referred to as "target speed deceleration") and then determines the gearshift speed to be selected for the shift control (downshift) 10 based on the gear set deceleration. The details of step S4 will be described below separately ((1) and (2)).

(1) First, the gear set deceleration is determined. The gear set deceleration corresponds to that by the shift control of the automatic transmission 10 to be achieved engine braking force (deceleration). The gear set deceleration is set to a value that is at or below the maximum set deceleration. In this description, when the delay is mentioned, it is to be noted that the delay is high when the absolute value of the delay is large and low when the absolute value of the delay is small. The gear set deceleration can be determined by one of the following three methods.

The first of the three methods for determining the gear set delay is as follows. The gear set deceleration is determined in step S3 as the product of a coefficient larger than 0 but equal to or smaller than 1 and that of the target deceleration map in FIG 5 determined maximum desired delay determined. For example, when the maximum target deceleration is -0.20 G as in the case of the example in step S3, the target target deceleration may be set to -0.10 G, which corresponds to the product of the maximum target deceleration -0.20 G multiplied by, for example, a coefficient of 0.5.

The second of the three methods for determining the gear set delay is as follows. A gear set deceleration map ( 6 ) will be in advance in the ROM 133 saved. The gear set deceleration may then be described with reference to this gear set deceleration map in FIG 6 be determined. As in 6 is shown, the Gangsollverzögerung as well as the desired delay in 5 based on the relative vehicle speed [km / h] and time [sec] between the host vehicle and the preceding vehicle. For example, if the relative vehicle speed is -20 [km / h] and the time between vehicles is 1.0 [sec], as in the case of the example in step S3, a gear set deceleration of -0.10 G can be obtained. How out 5 and 6 As can be seen, i) at a high relative traveling speed so that the vehicles suddenly approach each other, ii) when the time between vehicles is short, or iii) at a small vehicle spacing, the vehicle spacing must be set early so that the deceleration can be greater got to. This has the further consequence that in the situation described above, a smaller gear is selected.

The third of the three methods for determining the gear set delay is as follows. First, the engine brake force (the deceleration G) (hereinafter simply referred to as "instantaneous gear delay") becomes the automatic transmission current gear with the accelerator pedal de-energized 10 determined. A map for the instantaneous deceleration ( 7 ) will be in advance in the ROM 133 saved. The instantaneous gear delay (deceleration) can be determined by referring to this map for the instantaneous gear delay in FIG 7 be determined. As in 7 shown, the instantaneous gear delay based on the gear and the speed No of the output shaft 120c of the automatic transmission 10 be determined. For example, if the current gear is the 5th gear and the output speed is 1000 [rpm], the current gear delay is -0.04G.

The instantaneous gear delay may also have a value determined from the map for the instantaneous gear delay, depending on the situation, for example, depending on whether an air conditioning system of the vehicle is in operation, whether a fuel cut exists, and the like. Next can in ROM 133 a plurality of situation-specific maps for the instantaneous gear delay may be provided, and the map used for the current gear delay may be changed according to the situation.

The gear set delay is then determined as a value between the current gear delay and the maximum reference deceleration. The gear set deceleration is thus determined as a value which is greater than the instantaneous gear delay but equal to or less than the maximum reference deceleration. An example of the relationship between the gear set deceleration, the instantaneous deceleration and the maximum deceleration is in FIG 8th shown.

The gear set delay can be obtained from the following expression. Gear set deceleration = (maximum deceleration - instantaneous deceleration) × coefficient + instantaneous deceleration

In above, the coefficient has a value greater than 0 but equal to or less than 1.

In above example the maximum target delay -0.20 G and the current gear delay -0.04 G. If a coefficient of 0.5 is calculated, the gear set delay is -0.12 G.

As described above, a coefficient is used in the three methods for determining the target gear deceleration. However, the value of this coefficient is not a theoretically determined value, but a suitable value to be suitably determined on the basis of various conditions. In the case of a sports car, for example, a delay is more likely to involve a relatively high delay so that the coefficient can have a high value. In the same vehicle, the value of the coefficient may also be changed depending on the vehicle speed or the gear. In the case of a vehicle in which a sport mode (which is to improve the vehicle's response to an act of the driver to obtain sharp and precise handling), a comfort mode (which aims at a relaxed and quiet response to the driver's intervention), and an economy mode (which aims at fuel-saving operation) is available in sports mode the gear set deceleration is determined so that a more pronounced gear change takes place than in the comfort mode or in the economy mode.

After the determination of the target gear delay in step S5, the gear set delay is maintained until the end of the deceleration control. The gear set deceleration is thus set to have the same value after its determination at the beginning of the deceleration control (ie, at the time when the shift control (step S6) and the brake control (step S7) actually start) until the end of the deceleration control. As in 8th As shown, the gear set deceleration over time has a constant value (shown by the dashed line).

(2) Next, based on the gear set deceleration obtained in (1) above, the shift control of the automatic transmission 10 gear to be selected. Vehicle characteristic data which indicate the deceleration G with the accelerator pedal de-energized for each gear in a speed-dependent manner, as described, for example, in US Pat 9 is shown in advance in the ROM 133 saved.

For an assumed case where the output speed 1000 [rpm] and the gear set deceleration -0.12 are G, as in the previous example, the gear corresponding speed would be when the output speed is 1000 [rpm] and its deceleration is the gear set deceleration the closest is the 4th gear, how it looks 9 becomes apparent. Accordingly, in the case of the previous example, in step S4, it would be determined that the gear to be selected is the 4th gear.

Here is chosen as the one to choose Gear that gear chosen, the one delay causes the gear set delay the next comes. Alternatively, the gear to be chosen but also a gear its a delay which is at or below (or at or above) the gear set deceleration and the gear set deceleration comes closest. Subsequent to step S4, step S5 is executed.

In step S5, the control circuit determines 130 whether the accelerator pedal and the brake are unconfirmed. If the brake is de-energized in step S5, it means that the brake is inoperative because the driver is not operating a brake pedal (not shown). This determination is made based on the output of a brake sensor (not shown) via the brake control circuit 230 is fed. If it is determined in step S5 that both the accelerator pedal and the brake are inoperative, step S6 is executed. On the other hand, if it is not determined that both the accelerator pedal and the brake are inoperative, step S11 is executed.

10 FIG. 13 is a timing chart illustrating the delay control of this exemplary embodiment. FIG. The drawing shows the instantaneous gear delay, the gear set deceleration, the maximum deceleration, the gear of the automatic gearbox 10 , the speed of the input shaft of the automatic transmission 10 (AT), the torque of the output shaft of the AT, the braking force and the accelerator opening degree.

At time T0 in 10 the brake is inoperative (ie, the braking force is zero), as is the reference numeral 302 and the accelerator pedal is de-energized (ie, the accelerator pedal operation amount is zero and the accelerator pedal is completely de-energized) as indicated by the numeral 301 shows. At time T0, the instantaneous deceleration (deceleration) is equal to the instantaneous deceleration, as denoted by the reference numeral 303 is specified.

In step S6, the control circuit passes 130 the circuit control. Ie that the automatic transmission 10 in the selected in step S4, selected gear (in this example in the 4th gear) is switched. The automatic transmission 10 is turned on by the shift control at time T0 in FIG 10 downshifted as indicated by the reference numeral 304 is clarified. As a result, the engine braking force increases, so that the instantaneous deceleration 303 by a corresponding amount is greater. Subsequent to step S6, step S7 is executed.

In step S7, the brake control circuit starts 230 with the brake control. The braking force is gradually increased up to the nominal deceleration with a predetermined gradient (range control). Between time T0 and time T1 in 10 takes the braking force 302 with a given gradient, resulting in an increase in the instantaneous deceleration 303 leads. The braking force 302 increases until the momentary delay 303 at time T1, the target deceleration is reached (step S8).

In step S7, the brake control circuit generates 230 the brake control signal SG2 based on the control circuit 130 fed brake brake force signal SG1 and outputs the brake control signal SG2 to the hydraulic pressure control circuit 220 out. As described above, the hydraulic pressure control circuit generates 220 the braking force indicated by the brake control signal SG2 302 by means of a control of the brake devices 208 . 209 . 210 and 211 pending hydraulic pressure on the Basis of the brake control signal SG2.

The predetermined gradient in step S7 is determined by the brake braking force signal SG1, which is used when the brake control signal SG2 is generated. The predetermined gradient is indicated by the brake braking force signal SG1 and may be determined based on the road friction coefficient μ, the accelerator reset rate at the beginning of the control (immediately before the timing T0 in FIG 10 ) or the degree of depression of the accelerator pedal before its reset. The gradient (slope) is kept small, for example, with a small road friction coefficient μ and large at a high accelerator reset rate or at a high degree of depression of the accelerator pedal before its recovery.

Instead of a method that uses the braking force 302 increases with a predetermined gradient, as mentioned above, a control of the braking force acting on the vehicle 302 based on a difference between the current delay 303 and the target delay is performed in such a manner that the instantaneous delay 303 becomes equal to the target deceleration. Furthermore, the braking force 302 by the brake control taking into account a time derivative of the rotational speed of the input shaft of the automatic transmission 10 and an inertia circuit inertia.

The the maximum "target deceleration" obtained in step S3 as well as the target deceleration obtained in step S9, The later are included in the "target delay" in step S7. The brake control of step S7 lasts until it is in Step S11 is ended. Subsequent to step S7, the Step S8 executed.

In step S8, the control circuit determines 130 whether the current delay 303 the target delay corresponds. If it is determined that the instantaneous delay 303 corresponds to the target delay, the step S9 is executed. On the other hand, if it is determined that the current delay is 303 does not correspond to the target delay, the process returns to step S7. Because the momentary delay 303 in 10 the target deceleration is reached only at the time T1, the braking force decreases 302 with a predetermined gradient in step S7 until time T1.

In step S9, the target deceleration is then determined again as in 18 is specified. The control circuit 130 determines the target deceleration as well as in step S3 with reference to the target deceleration map (FIG. 5 ). The target deceleration is determined based on the relative vehicle speed and the vehicle spacing, as described above. Since the relative vehicle speed and the vehicle distance change from the beginning of the deceleration control (ie, the shift control and the brake control), the target deceleration of this change is accordingly determined in real time.

When the target deceleration is set in real time in step S9, the vehicle is decelerated by the brake force since the start in step S7 (see steps S7 and S8) 302 acted upon in such a way that the instantaneous delay 303 is adjusted with the target delay.

The determination of the target deceleration in step S9 proceeds until the end of the brake control in step S11. The brake control continues (steps S10 and S11) until the instantaneous deceleration 303 coincides with the gear set delay, as will be described later. Because the momentary delay 303 as described above, is controlled so as to correspond to the target deceleration (steps S7 and S8), the determination of the deceleration delay is made in step S9 until the determined target deceleration coincides with the target target deceleration.

To the Time of execution of step S9 is the traveling speed of the host vehicle an amount corresponding to the already executed delay control lower as at the time of implementation of step S3 before the start of the delay control. Starting from this should the set delay, which is determined to be the target vehicle distance and the relative To achieve driving speed, be smaller than in step S9 the maximum reference delay obtained in step S3.

Between the time T1 and the time T7 in 10 is the real-time determination of the target deceleration and the application of the braking force 302 in the way that the momentary delay 303 coincides with the target delay, repeated. During this time, the target deceleration repeatedly determined in step S9 gradually decreases as a result of the continued brake control. In response to this decrease in the target deceleration, the braking force generated by the brake control also decreases 302 gradually, leaving the momentary delay 303 gradually becomes smaller and essentially equal to the target delay. Subsequent to step S9, step S10 is executed.

In step S10, the control circuit determines 130 whether the current delay 303 corresponds to the gear set deceleration. If it is determined that the momentary delay 303 with the gear set delay, the brake control (step S11) is terminated, and this fact is applied to the brake control circuit by the brake braking force signal SG1 230 transmitted. On the other hand, if the momentaneous delay 303 does not coincide with the gear set delay, the brake control is not terminated. Because the momentary delay 303 at time T7 in 10 coincides with the gear set deceleration, the braking force applied to the vehicle 302 zero (ie the brake control has ended).

In step S12, the control circuit determines 130 whether the accelerator pedal is pressed. When the accelerator pedal is depressed, step S13 is executed. If not, step S16 is executed. In the example in 10 it is determined that the accelerator pedal is actuated at time t8.

In step S13, an abort timer is started. In the example in 10 the abort timer starts at time T8. Subsequent to step S13, step S14 is executed. The abort timer (not shown) is part of the CPU 131 the control circuit 130 ,

In step S14, the control circuit determines 130 whether the count value of the abort timer is at or above a predetermined value. If the count value is not at or above the predetermined value, the process returns to step S12. If the count value is at or above the predetermined value, the process proceeds to step S15. In the in 10 As shown, the count value at time T9 is at or above the predetermined value.

In step S15, the control circuit ends 130 the shift control (downshift control) and provides the automatic transmission 10 back to the gear, which depends on the amount of accelerator pedal operation and on the speed of travel in advance in the ROM 133 stored normal switching map (scor line) results. In the in 10 As shown, the circuit control ends at time T9 at which an upshift is performed. After execution of step S15, the control flow ends.

In step S16, the control circuit determines 130 whether the vehicle distance is above a predetermined value. The step S16 corresponds to the step S1. If it is determined that the vehicle distance is above the predetermined value, then step S15 is executed. If it is determined that the vehicle distance is not more than the predetermined value, the process returns to step S12.

With the previous exemplary embodiment, the achieve the following effects. According to this exemplary embodiment the gear set deceleration between the current gear delay the maximum nominal delay set (step S4). The delay caused by the engine braking force caused by downshifting (the shift control) in the chosen Gear is received, is thus set to be between the engine braking force of the gear before the start of the deceleration control (i.e. the current gear delay) and the maximum delay is (step S4). As a result, despite the delay control, in the brake control and the shift control simultaneously in cooperation with each other (steps S7 and S8), the delay not too high, so that the driver does not get an unpleasant feeling. Furthermore Remains even if the vehicle distance and the relative driving speed have each reached the setpoint and the brake control to End has passed (step S11), the engine brake continues from the downshift effectively, allowing a control swing of the brake control as a result an increase in driving speed (especially on a gradient) following to the end of the brake control (step S11) are effectively suppressed can.

Further, according to this exemplary embodiment, between time T1 and time T7 in FIG 10 as soon as the current delay 303 coincides with the maximum target delay (step S8), the instantaneous delay 303 gradually and at the same time coincides with the calculated in real time target delay substantially. At the time when the target deceleration (in this case, the instantaneous deceleration 303 ) corresponds to the gear set deceleration, the brake control is finally terminated, as it results from the steps S10 and S11. Accordingly, the brake control ends when the real-time calculated deceleration coincides with the target gear deceleration (ie, the deceleration after the downshift control). In other words, the brake control does not continue until the target deceleration (in this case, the instantaneous deceleration 303 ) has returned to the delay it was at the time T0 at which the deceleration control started (ie returned to the current gear deceleration).

If the deceleration control were to be carried out solely by the brake control, ie without the shift control, the brake control would have to continue until the desired deceleration has arrived again in the vicinity of the instantaneous gear deceleration and the target vehicle spacing and the relative cruise speed ability to realize themselves solely via the instantaneous deceleration. In contrast, in this exemplary embodiment, since the shift control and the brake control are performed simultaneously in cooperation with each other, the brake control can be terminated as soon as the target deceleration substantially coincides with the deceleration (ie, target gear deceleration) caused by the shift control and the target vehicle spacing and the Relative driving speed can be achieved alone on the caused by the shift control delay. As a result, in this exemplary embodiment, the brake control can be completed more quickly, thereby ensuring the life of the brakes (ie, reducing the brake aging and wear of the brake pads and brake discs).

Furthermore, in this exemplary embodiment, the brake control is terminated as soon as the desired deceleration (ie in this case the instantaneous deceleration 303 ) is coincident with the target target deceleration (ie, the deceleration after the downshifting control), and the deceleration control is executed from that time on by the circuit control alone (steps S10 and S11; time T7 in FIG 10 ). As a result, the delay control is performed solely via the shift control while the current delay 303 substantially coincides with the delay after the shift control (ie, the delay caused by the engine braking force), allowing a smooth transition to the deceleration caused by the engine braking force.

As mentioned above, ends the brake control as soon as the target delay substantially with the gear set deceleration (i.e., the delay caused by the engine braking force the circuit control) matches. On the other hand, the circuit control ends either after expiration a predetermined time after the operation of the accelerator pedal (steps S12 and S13) after the end of the brake control (step S11) or then when the vehicle distance after the end of the brake control a exceeds specified value (Step S16). In that the conditions for ending (i.e. Cancel) of the brake control different from the conditions for Terminate (i.e., cancel) the circuit control can The brake control can be stopped quickly, resulting in warranty the life of the brakes contributes. Because the circuit control is only terminated when the vehicle distance above the given value, the engine brake remains effective.

Next, a second exemplary embodiment of the invention will be described with reference to FIG 11 , A description will be omitted on the same parts of the second exemplary embodiment as in the first exemplary embodiment; only the different parts are explained.

The second exemplary embodiment relates to the target gear delay of the first exemplary embodiment (step S4). In the second exemplary embodiment, the gear set deceleration is corrected depending on the gradient of the road. 11 is a block diagram showing the control circuit 130 of the second exemplary embodiment schematically. In the second exemplary embodiment, there is a section for measuring / estimating the road gradient 118 provided that measures or estimates the road gradient.

The section for measuring / estimating the road gradient 118 can as part of the CPU 131 be provided. The section for measuring / estimating the road gradient 118 The road gradient can be determined by the accelerometer 90 measure or estimate detected acceleration. Further, the section for measuring / estimating the road gradient 118 the acceleration on a flat road in the ROM 133 Save in advance and the road gradient by comparing the stored acceleration with that by the acceleration sensor 90 determine detected actual acceleration.

In this exemplary embodiment is the gear set deceleration corrected as follows. First is a gradient correction amount (delay) determined. This is referred to here as a gradient 1% ≈ 0.01 G (a gradient gradient is positive and a gradient gradient is negative).

Next, after the correction, the gear set deceleration may be obtained from the following expression according to the third method for determining the target gear deceleration. Gear set deceleration = (maximum deceleration - instantaneous deceleration) × coefficient + instantaneous deceleration + gradient correction

In above, the coefficient has a value greater than 0 but equal to or less than 1.

Accordingly, the gear set deceleration is corrected to a high value in a grade gradient, eg, a grade, so that the gear to be selected, which is determined in step S4, is a smaller gear than the gear that is on a level Road is chosen. In a gradient gradient, the gear set deceleration is corrected to a small value so that the gear to be selected, which is determined in step S5 or step S4, is a higher gear than the gear selected on a flat road.

In the second exemplary embodiment allows the correction of the gear set delay dependent on from the gradient of the road, up who drives the vehicle, maintaining optimal engine braking power. As a result, an engine braking amount the driver's expectation (i.e., desire of the driver).

With reference to 12 and 13 Subsequently, a third exemplary embodiment of the invention will be described. A description of the similarities in the third exemplary embodiment with the foregoing example embodiments will be omitted; only the differences are described.

The third exemplary embodiment, like the second exemplary embodiment, refers to the gear set delay (step S4) of the first exemplary embodiment. In the third exemplary embodiment, the target speed deceleration is corrected depending on the course of the road, eg, the size (radius) of an upcoming turn, or a possibly upcoming intersection or junction / turn. An example of a correction depending on the size of a curve is as follows. 12 Figure 4 is a block diagram schematically showing peripheral components associated with the control circuit 130 the third exemplary embodiment are connected. In the third exemplary embodiment, a section for measuring / estimating a curve is 119 that measures or estimates the size of a curve with the control circuit 130 connected.

The section for measuring / estimating a curve 119 determines whether there is a turn in front of the vehicle and, if so, measures or estimates the size of the curve. The determination and measurement or estimation are made based on, for example, road course information obtained from a vehicle-mounted car navigation system and an image taken by a camera installed at the front of the vehicle. In the following example, the section for measuring / estimating a curve stores 119 (in advance) the curve quantities divided into one of three classes (ie, light, medium, narrow) based on the information obtained from the car navigation system indicating the curve sizes.

In this exemplary embodiment, the gear set delay is corrected as follows. First, a delay correction amount (delay) is determined for the curve. For this example, a map, such as in 13 map shown in the section for measuring / estimating a curve 119 is stored, are used. Correction values for the deceleration are entered in advance in the map. The correction quantities are based on the three different classes of the curve size and the speed (No) of the output shaft 120c of the automatic transmission 10 , which corresponds to the driving speed.

For example, if the curve ahead of the vehicle is a middle curve and the instantaneous speed of the output shaft 120c 2000 [Umin], a delay correction amount of 0.007 (G) is obtained for this curve. The section for measuring / estimating a curve 119 gives to the control circuit 130 Data indicating the delay correction amount (hereinafter referred to as "curve correction amount") for this curve.

Next, from the following expression according to the third method for determining the target gear deceleration, the gear set deceleration after the correction can be obtained. Gear set deceleration = (maximum deceleration - instantaneous deceleration) × coefficient + instantaneous deceleration - curve correction quantity

In above, the coefficient has a value greater than 0 but equal to or less than 1.

Accordingly If there is a sharp turn, the gear set deceleration will be very high Corrected value so that the gear to be selected, in step S4 is much smaller than a gear on a straight Street (i.e., without a curve) becomes. At a slight curve, the amount of increase in the Gang target deceleration smaller than a sharp turn so that the gear to be selected, which is determined in step S4, is slightly smaller than the gear, the on a straight road chosen becomes.

In the third exemplary embodiment allows the correction of the gear set delay dependent on from the course, e.g. the curve, the road on which the vehicle drives, the Maintaining optimum engine braking power. As a result, an engine braking amount obtained the expectations of the driver (i.e., the desire of the driver).

Next, a fourth exemplary embodiment of the invention will be described with reference to FIG on 14 described. A description of the similarities between the fourth exemplary embodiment and the foregoing exemplary embodiments will be omitted; only the differences are described.

The fourth exemplary embodiment, like the second and third exemplary embodiments, refers to the target gear delay (step S4) of the first exemplary embodiment. In the fourth exemplary embodiment, the target speed deceleration is corrected on the basis of the road surface slipperiness, eg, the road friction coefficient μ, of the road on which the vehicle is traveling. In the fourth exemplary embodiment, the detection or estimation results of the road friction coefficient detection / estimation section become 115 used, which detects or estimates the roadway relationship μ.

The specific method for detecting or estimating the road friction coefficient μ by the road friction coefficient detection / estimation section 115 is in no way limited, but any known, suitable method can be used. For example, instead of the difference between the wheel speeds of the front and rear wheels, the rate of change of the wheel speed, the operating history of an ABS (Anti-lock Braking System), TRS (Traction Control System) or VSC (Vehicle Stability Control), the acceleration of the vehicle, and / or navigation information for detecting / estimating the road friction value μ are used. Here, the navigation information includes in advance information stored on a storage medium (eg, DVD or HDD) about the road surface (eg, whether the road is paved or not), such as a vehicle navigation system, as well as information (including traffic and weather information) the vehicle by means of communication (including the vehicle-vehicle communication and a road-side vehicle communication) with vehicles that were actually traveling before, with other vehicles or a communication center itself determined. This communication also includes a road traffic information communication system (VICS) and a so-called telematics.

In this exemplary embodiment, the gear set delay is corrected as follows. First, a road friction coefficient correction amount (deceleration) is determined. It can, for example, a in ROM 133 saved map, eg the in 14 shown map, be resorted to. Correction quantities for the deceleration are stored in advance in the map. These correction quantities are based on the road friction coefficient μ and the speed (No) of the output shaft 120c of the automatic transmission 10 , which corresponds to the driving speed. For example, if the road friction coefficient μ is 0.5 and the instantaneous speed of the output shaft 120c is at 2000 [Umin], a deceleration correction amount (road friction coefficient correction amount) of 0.003 (G) is obtained for this road friction coefficient μ.

Next, after the correction, the gear set deceleration may be obtained from the following expression according to the third method for determining the target gear deceleration. Gear set deceleration = (maximum deceleration - instantaneous deceleration) × coefficient + instantaneous deceleration + correction of road friction coefficient

In above, the coefficient has a value greater than 0 but equal to or less than 1.

Accordingly becomes the gear set delay corrected to a smaller value, the smaller the road friction coefficient μ, so that the one to choose Gear determined in step S5 or step S4 is higher as the gear selected at a high road friction coefficient μ.

In the fourth exemplary embodiment allows the correction of the gear set delay dependent on from the slipperiness of the Roadway, e.g. the road friction coefficient μ, the road on which the vehicle is traveling, the Maintaining optimum engine braking power. As a result, an engine braking amount obtained the expectations of the driver (i.e., the desire of the driver).

In the foregoing description, the invention is directed to an automatic step transmission 10 but of course it can also be applied to a CVT (continuously variable transmission). In this case, the terms "gear stage" and "gear" can be replaced by the term "translation" and the term "downshift" by the term "CVT adjustment". Further, the brake system is not limited to that described above, but may instead be a regenerative or other brake system as long as it applies a braking force to the vehicle. Moreover, in the above description, the delay (G) is used as a delay indicating the amount of deceleration of the vehicle. Alternatively, however, the control may also be performed based on a deceleration torque.0001

In a delay control process for a vehicle by which a deceleration control of the vehicle is performed on the basis of the distance between the vehicle and an in-vehicle obstacle including a preceding vehicle, based on the distance, a target deceleration is determined with which to decelerate the vehicle is; A gear or gear that applies a deceleration to the vehicle at or below the target deceleration is considered to be the gear or gear ratio ( 10 ) of the vehicle is selected for a circuit; and a deceleration control is achieved by operating a braking system ( 200 ), which applies a braking force to the vehicle, and a circuit that controls the transmission ( 10 ) of the vehicle in a smaller gear or in a smaller translation, executed.

Claims (12)

A deceleration control device for a vehicle for performing deceleration control of the vehicle based on the distance between the vehicle and an obstacle ahead of the vehicle, including a preceding vehicle, characterized in that: the deceleration control is controlled by an operation of a brake system ( 200 ), which applies a braking force to the vehicle, and a circuit that transmits a transmission ( 10 ) of the vehicle is shifted to a smaller gear or to a smaller gear ratio, is executed, and the deceleration control device executes a target deceleration determination section (Fig. 130 ), which determines, on the basis of the distance, a target deceleration with which the vehicle is to be decelerated, and a gear / translation selection section (10). 130 ) which applies a gear or a gear ratio which applies to the vehicle a deceleration which is at or below the target deceleration, as the gear or gear ratio of the gearbox ( 10 ) selects for the circuit. A deceleration control device for a vehicle according to claim 1, characterized in that said gear / translation selecting section (10) 130 ) selects the gear or the gear ratio in consideration of the vehicle environment including the road gradient, the road course and / or the road slipperiness of the road of a road on which the vehicle is traveling. Deceleration control device for a vehicle according to claim 1 or 2, characterized in that the actuation of the brake system ( 200 ) depending on the actual delay ( 303 ) of the vehicle and the deceleration acting on the vehicle by the shift in the selected gear or in the selected gear ratio. Deceleration control apparatus for a Vehicle according to one of the claims 1 to 3, characterized in that the circuit is terminated when the accelerator pedal is pressed is or the distance is up or about is a predetermined value. A deceleration control device for a vehicle according to any one of claims 1 to 4, characterized in that the gear / translation selection section (10) 130 i) determining a target speed deceleration as a deceleration to be applied to the vehicle by the circuit with reference to a map based on the time between the object and the vehicle calculated by dividing the distance between the object and the vehicle by the vehicle speed and selecting the relative speed between the object and the vehicle, or by a calculation involving the target deceleration, and ii) selecting the gear or the gear ratio based on the target speed deceleration. Deceleration control apparatus for a Vehicle according to claim 5, characterized in that the Gangsollverzögerung in dependence from the street gradient, the road and / or the slipperiness of the Lane is corrected. A deceleration control method for a vehicle for performing deceleration control of the vehicle based on the distance between the vehicle and an obstacle ahead of the vehicle, including a preceding vehicle, characterized by the steps of: determining a target deceleration with which the vehicle is to be decelerated the basis of the distance, selecting a gear or a gear ratio which applies to the vehicle a deceleration which is at or below the target deceleration, as the gear or gear ratio of the gearbox ( 10 ) for the circuit, and executing the deceleration control by operating a brake system ( 200 ), which applies a braking force to the vehicle, and a circuit that controls the transmission ( 10 ) of the vehicle in a smaller gear or in a smaller translation switches. Delay control method for a Vehicle according to claim 7, characterized in that the gear or the translation considering of the vehicle environment becomes that the road gradient, the street course and / or the slipperiness of the Roadway of a road, on which the vehicle drives, includes. Deceleration control method for a vehicle according to claim 7 or 8, characterized in that the actuation of the brake system ( 200 ) depending on the actual delay ( 303 ) of the vehicle and the deceleration acting on the vehicle by the shift in the selected gear or in the selected gear ratio. Delay control method for a Vehicle according to one of the claims 7 to 9, characterized in that the circuit is terminated when the accelerator pedal is pressed is or the distance is up or about is a predetermined value. Delay control method for a Vehicle according to one of the claims 7 to 10, characterized in that i) a gear set delay as determined by the circuit applied to the vehicle delay will be referring to a map on the basis of time between the object and the vehicle calculated by the distance between the object and the vehicle by the driving speed divided, and the relative speed between the object and the vehicle, or by a calculation involving the target delay, and ii) the gear or the translation is selected on the basis of the gear set deceleration. Delay control method for a Vehicle according to claim 11, characterized in that the Gangsollverzögerung in dependence from the street gradient, the road and / or the slipperiness of the Lane is corrected.